Car-heating system



1, 2 Aprll 26,1927. E' H. GOLD 6 6234 CAR HEATING SYSTEM Original Filed Api-i1 4. 1922 2 Sheets-Sheet 1 i V i CX f1 if v @gif Aprll 26, 19727. E. H. GOLD CAR HEATING SYSTEM Original Filed April 4, 1922 2 Slieets-Sheei 2 wm mw Patented pr. 26, 1927.

"UbllTE EGBERT H. GOLD, OF CHCAGO, ILLINOIS.

CAR-HEATING SYSTEM.

Application filed Apr 4, 1922, Serial No. 549,383. Renewed Getober 22 1925 My invention relates to a heating system for railway cars, and more especially to a system using steam as a heating medium or agency, although the control arrangements contemplated by this invention could be applied to hot water, hot air or electric systems of heating. lt is customary to heat railway cars while they are standing idle in the yard or at the terminal in order to prevent freezing of the pipes and injury to the paint and interior linish vof the car. However, it is very desirable, in order to minimize fuel, to reduce the temperature of the car during such t-ime as it is not occupied, and this economy may be safely effected since a temperature somewhat above freezing is all that is required when a car is standing idle.

The object of my present invention is to provide for automatically reducing the temperature of the car when it is cut off from the train by rendering inactive a partof the car radiator and for automatically increas ing the heating capacity of the system to normal by putting back into service the portion of the radiator previously made inactive as soon as the car is operatively conlnected with the locomotive and the other a preferred embodiment of the invention showing the valves in the positions Vwhich they assume when the car is disconnected from the locomotive,

Fig. 2 is a similar diagram but with the valves as they stand when the car is connected to the locomotive, and

is a diagram illustrating the application of the heating system to oneof the cars of a railway train.

Referring to the drawings: The arrange- I ment shown insures the openingvof the primary coil of the car radiator as well as the cutting out of the auxiliary coil on decrease of air pressure iii the air train line Adrawn to the left.

consequent upon disconnection of the car from the locomotive. Preferably the valves are held in these positions while the car is standing disconnected from the locomotive. The operating connections between the air motor and the valves is preferably such that when the air line is under pressure the valves are released for manipulation in either direction.

The primary coil is designated 44 and the auxiliary coil 45. 46 is the four-way valve for the primary coil and 47 the four-way valve for the auxiliary coil. The air line is indicated at 48 and the air and spring motor at 49. The piston 50 of the latter operates a rod 5l slottedat 52 to provide a sliding connection between the rod and a link 53 pivoted to the lever 54 which operates the primary coil valve 46. The end 55 of rod 5l bears against a stud 56 on the lever 57 by which the auxiliary coil valve 47 is operated.

Fig. l indicates the position of the valves when the car is cut olf from the locomotive and the pressure in air train line 4S reducedbelow that of the spring 58 of the motor. The four-way valve 46 is open. Steam passes through one side of the fourway valve 46, traverses primary coil 44, passes through the other side of the fourway valve andrinto thevfour-way valve`47 through pipe 59. Four-way valve 47 is closed because of the engagement of end 55 of rod 5l with stud 56 so that the auxiliary coil isshort circuited and the steam from pipe 59 passes out through pipe 60 to the vapor regulator.

The four-way valves are preferably constructed (as has been customary with valves of this type) so that the rotating valve bodies have an amplitude of movement of only a quarter turn. lVith the parts as shown in Fig. l.` valve 46 cannot be closed nor can valve 47 be opened. Rotation of the valves in the directions to accomplish this being prevented by the position' of rod 5l.

Fig. 2 indicates the position of the able parts of the apparatus when the train line 4S is under air pressure. Rod is This movement vdoes not affect either ofA the'valves,` that is to say, valve 46 is left standing open and valve 47 is left standing closed; but these valves are now released from the motor so asto be l'llOV- llO 47, if it has been opened, will be positively closed.

The operation of the heating system in a typical application to one of the cars of a railway train is best shown in Fig. 3. ln

Vthis'iigure, 1 designates the rear car of the train, 2 the forward car, and 3,' the locomotive. To correspond with Fig. 1, the heating apparatus of car 1 is shown in theoutof-service position of its parts, the assumption being that the train is standing in a yard or terminal station with the train line section l of the rear car connected with the coupling 5 of the yard or terminal tion steam supply pipe 6. To malte the showing complete, the locomotive is indicated, but its steam supply pipe 7, provider with the usual coupling 8 is not coupled with the coupling 9 of the train pipe section 10 of the forward car 2. 11 designates one of the air train pipes on the locomotive having a coupling 12 which, however, is not coupled up with the coupling 13 of the corresponding air train pipe section 1d of the forward car 2. rl'he heating apparatuses of the several cars of the train are receiving 'steam from the yard or terminal steam supply but the air train pipes lll-i8 are at atmospheric pressure. The vapor regulator of car 1 is designated 15.

In this out-of-service position steam is flowing through the primary coil 4F41 but is excluded from the auxiliary coil No manipulation of the valves 46, 47 is possible.

lVhen the locomotive is coupled onto the train, steam train line 4t is disconnected from the yard or terminal steam supply pipe G and end valve 16 is closed The steam train pipe section 10 of the forward car is coupled with the steam supply pipe 7 of the loco rmot-ive and the lower train pipe section 14 of the forward car is coupled with the locomotive air line 11. The heating apparatuses of the several cars of the train now receive steam from the locomotive and the air train line lil- 48 is set under pressure. As the result of this latter condition the valve operating link mechanism 51, 58 is shifted from the position shown in Fig. 1 to the position shown in Fig. 2. rl`his leaves the valves unchanged but released so that either valve may be closed or opened, 'as desired.

Thus in this in-service position, steam may be supplied, as desired, to either the primary coil or the auxiliary coil or to both coils, or may be shut ol from both coils. However, on disconnection of the locomotive from the train with consequent reduction of thepressure in the air train line to atmospheric pressure (or to a pressure which is overcome by spring 58) .the valves are reset to their out-of-service position, in which steam if present in the steam train line is supplied to the primary coil but cut ott from the auxiliary coil. This takes place automatically so that with the car out of service, but connected with a steam supply, the car is sure to be supplied with heat, but in reduced quantity.

lt is realized that the principles 'of this inventionl are not limited to the particular apparatuses shown in the dra-wing and hereinabove described. lt should be understood, therefore, that my invention contemplates any and all niodiiications of tliefapparatus shown and described that come within the scope of the appended claims. f'

l claim: Y

1. ln combination with a railwaycar, a radiator comprising two sections, valves to control the circulation through said sections separately, a conduit to contain air under pressure, and means responsive to increase and decrease of pressure in said conduit provided with operating connections with said valves whereby with decrease of air pressure one of said valves, if closed, is opened, and the other of said valves, if open, is closed.

2. ln combination with a railway car, a radiator comprising two sections, valves to control the circulation through said sections separately, la conduit to contain air under pressure, and means responsive to increase and decrease of press re in said conduit provided with operating connections with said valves whereby with decrease of air pressure one of said valves, it' closed, is opened, and the other of said valves, if open, is closed, and, on increase of air pressure said valves are released for manipulation in either direction.

ln combination with railway car, a iadiator comprising two sections, valves to control the circulation through said sections separately, a conduit to contain air under pressure, and means responsive to increase and decrease of pressure in said conduit provided with operating connections with said valves whereby at decreased air pressure one of the valves is held open and the other valve held closed.

LL ln combination with a railway car, a radiator comprising two sections` valves to control'the circulation through said sections separately, conduit to contain air under pressure, and means responsive to increase and decrease of pressure in said conduit prolvided with operating connections with said valves whereby at decreased air pressure one of the valves 1s held open and the other valve held closed, while at high air pressure both valves are tree for manipulation in either direction.

5. In combination with'a railway car, a radiator comprising two sections, valves to control the circulation through said sections separately, a conduit to contain air under pressure, and means responsive to increase and decrease otl pressure in said conduit provided with operating connections with said valves whereby at decreased air pressure one of the valves is held open and the vother valve held closed, while on increase of air pressure the iirst'named valve is left open and the other treed for manipulation in either direction.v

6. The combination with a railway car, a radiator comprising two sections, valves to govern the circulation of heating medium through said sections separately, and valve the other radiator valve, if closed, and in' the opposite direction to release said valves for independent manipulation.

8. In combination with a railway car, a radiator comprising two sections, valves to govern the circulation of heating medium through said sections separately and valve controlling mechanism comprising a fluid pressure and spring operated motor which is actuated in one direction to effect the closing of one of said valves, if open, and the opening of the other valve, if closed and in the opposite direction, to release said valves for independent manipulation.

9. In combination with a railway car, a radiator comprising two sections, valves to govern the circulation of heating medium through said sections separately, valve operating mechanism for automatically holding one valve in open position and the other in closed position, and connections 'for subjecting the valve operating mechanism to fluid pressure, whereby the mechanism is moved to release both valves for independent manipulation.

l0. In combination with a railway car, a radiator comprising two sections, valves to govern the circulation or heating medium through said sections separately, and means responsive to increase and decrease of fluid pressure which, on decrease of said pressure operates to close one ot said valves, it' open, and to open the other valve, it closed, and, on increase of said pressure operates to release said valves i'or manipulation independently of each other.

ll. In combination with a railway car, a radiator comprising two sections, valves to govern the circulation ot heating medium through said sections separately, operating levers for the valves, means adapted to actuate the levers to move one valve to open position and the other to closed position, if not already in these positions, and hold theml there, a conduit on the car normally containing fluid under pressure, and connections rom this conduit to the lever operating means, whereby this means is held out of operative engagement with the levers when the conduit is under fluid pressure.

12. In combination with a railway car, a radiator comprising two sections, valves to govern the circulation or' heating medium through said sections separately, and automatically operated means normally held-inactive by fluid-pressure, which when released will move one valve to open position and the other to closed position if not already in these respective positions.

13. In combination with a railway car, a radiator comprising two sections, valvesl to gov-ern the circulation of' heat-ing medium through said sections separately, and springoperated means normally held inactive by fluid pressure, which when released will move one valve to open position and the other to closed position it not already in these respective positions.

14. In combination with the radiator ot a railway car steam heating system adapted, when the car is attached to a locomotive, to be supplied with steam therefrom, and when the car is detached from the locomotive to be supplied from a stationary source of steam, valve mechanism manually operable when the car is attached to the locomotive for controlling thefflow of steam to the radiator, and means actuated by detachment of the car from the locomotive for setting said valve mechanism -to permit admission ot steam to the radiator and for preventing manual operation or said valve mechanism.

l5. In combination with the radiator or a railway car steam heating system adapted, when the car is attached to a locomotive, to be supplied with steam therefrom and, when the car is detached Jfrom the locomotive, to be supplied from a stationary source ot' steam, va ve mechanism manually operable when the car is attached to the locomotive to limit the flow ol steam to the radiator, and means actuated by detachment ofthe car from the vlocomotive tor setting said valve mechanism to permit circulation ot st-eam through the radiator in an amount lill) lll?) i lu less than the'full radiatingcapacity thereot', and ior preventing manual operation olf said valve mechanism. y

16. In combination with the radiator' ot a railway7 oar steam heating system adapted, when the car is attached to a locomotive, to be supplied with steam therefrom and, when the car is detached :trom the locomotive, to be supplied from a stationary source et steam, valve mechanism manually operable when the car `is attached to the locomotive for controlling the flow o' steam to the radiator', and means actuated by detachment of the car i'rom the locomotive for setting said valve mechanism to permit circulation oiC steam through the radiator in relatively small amounts and for preventing manual operation of said valve mechanism, and actuated by attachment of the car to the locomotive tor releasing saidl valve mechanism so that it may be adjusted to permit the circulation of steam through the radiator in relatively7 large amounts.

17. n combination with the radiator ot a railway car steam heating system adapted, when the car is attached to a locomotive, to be supplied with steam thcretrom, and, when the car is detached from the locomotive, .to be supplied from a stationai7 source of steam, valve mechanism and means for controlling the same to permit cinculation ot' steam through the radiator at the maximum radiating` capacity thereof when the car is attached to the locomotive, but only in reduced quantity when the car is detached from the locomotive; said valve mechanism being controllable manually, when the car is attached to the locomotive but incapable oi" manual control when the car is detached from the locomotive.

i8. ln combination, a radiator, valve mechanism to control the flow of medium to the radiator and a selecting device which in one position permits operation of said valve mechanism for circulation of medium through the radiator at the full capacity thereof and in another position holds said valve mechanism in position for circulating only a reduced quantity of the medium; said valve. mechanism being controllable manually, when the selecting device is in the lirst named position, but incapable of manual control when the selecting device is in the second named position.

lf). In combination with the heating apparatus of a. railway car eii'ective when the car is operatively connected With a locomotive, or with a stationary source of heating medium, controlling mechanism for the hea-ting apparatus manually operable when the car is connected With the locomotive, and automatic means actuated by detachment ot the car from the locomotive for settingsaid controlling mechanism for admission of heating medium to the radiator and tor preventing mani'ialioperatin of said controlling mechanism.'

20. ln combination with the heatingapparatus of a railway car effective when operatively connected With a. locomotive or with a stationary source otv heat energ controlling mechanism for the heating apparatus manually operable vvhenthe car is attached` to the locomotive, and" lautomatic means actuated on detachment of the car from the locomotive for setting said controlling mechanism to permit delivery of heat to said car and tor preventing manual operation of said controlling mechanism.

2l. ln combination With the heating apparatus of a railway car effective when operatively connected with a locomotive or with a stationary source oit heat energy, controlling mechanism 'for the heating apparatus manu-ally operable When the car is connected with the locomotive, and means actuated by detachment of the car from the loeon'iotive for setting said controlling mechanism to permit the delivery of heat to said car in relatively small amounts and for preventing manual operation of said contri'slling mechanism, and actuated When the car is attached to the locomotive to permit manual operation of the controlling mechanism to deliver heat to the car in larger quantities.

ln combination with a heating apparatus a selecting device which in one position permits` operation of the heating apparatus at full heating capacity, and in another position only permits operation ot' the heating apparatus at less than full capacity, and mechanism for manually controlling the apparatus when the selecting device is in the first named' position without preventing the subsequent automatic operation of said selecting novice, said mechanism being ineffective to control the apparatus when the selecting device is in said second named position.

23. in combination with a radiator, valve mechanism for controlling the flow ot' medium through the radiator, a selecting device which in one position pe 1mits the valve mechanism to be operated to admit a relatively large amount of heating medium to the radiator and in another position permits the admission of only a diminished quantity ot' heating medium thereto and means for manu-ally operating said valve mechanism when the selecting device is in its tinst mentioned position Without preventing the subsequent automatic control thereoiI through said selecting device, said means being ineiiective to operate the valve mechanism When the selecting device is in said second named position.

' EGBERT H. GOLD, 

